Transmission



` May 13, 1941. w. c. BRADENA TRANSMISSION Filed July .29, 1938 a `sheets-'sheet 1 May-T13, 1941 w. QBRADEN 2,241,536 A TRANsIssIoN.

Filed July 29', 1938 5 Sheets-Sheet Patented May .13, 1941 UNITED STATES PATENT or EicE TRANSMISSION v William C. Braden, Brooklyn, N. Y., assignor of one-half to Thomas S. Potes, Brooklyn, Ni Y.

Application July'as, 193s, serial No, 221,942

' 20 Claims.

This invention relates to a variable speed transrality of clutches are provided of which one or l another may be brought into engagement at a given instant to transmit power between the driving and driven shafts through one or another lof the gear trains which provide forsuch .transmission upon a speed reduction basis, or for transc mission of power between said shafts without speed reduction. 'Ihe invention in one aspect relates to` the means or instrumentalities, and their mode of operation, by vwhich the said clutches are successively actuated in response either to variations of the speed of rotation of the drivingshaft or according to a response thereto which is modied by the load upon the driven shaft or which mayrbe locked in any ratio by a manually selective lever. h

One of the objects of this invention lies in the provision of automatic means whereby, while the driving shaft is rotating at a speed equivalent to that of an idling internal combustion motor,

no power is transmittedto the driven shaft but upon increase of the speed oi rotation of the A vfurther object of this invention lies in the provision of manual controlled means whereby the predetermined speed of the driving shaft at which any one of said clutches is automatically brought into engagement may be increased at will during operation so as to prevent or delay bringing said clutch into engagement until said driving shaft has attained a higher speed of rotation than said predetermined speed. This fea ture of the invention is particularly useful in the case of the application of this invention to an automobile, whenit is desired to keep the car in low gear during acceleration to a speed higher than that at which normally the shift would be made to intermediate gearfor example, when accelerating on a long hill or operating under equivalent heavy and continued load.

A further object of this invention lies in the provision of means automatically responsive to increase of load to be overcome and effective upon the mechanism which controls the actuation of the clutches to modify the action of the automatic means previously mentioned so as to bring driving shaft above the speed specied, a clutch and as the speed of rotation of the driving shaft increases still further-the said first-mentioned into engagement, or to maintain in engagement, that clutch which brings about transmission of power at a higher gear ratio until said load has been overcome. This feature is'particularly useful when the transmission of this invention is appliedto an automobile, because it provides for l in the manner in which the clutch control mechclutch is quickly released and a second clutch is automatically and gradually brought into engagement toV transmit power through another constant-mesh train of gears having a ratio corresponding to intermediate gear, and as the Aspeed of rotation of the driving shaft is still further increased lsaid second-mentioned clutch is quickly released and a third clutch is automatically brought into engagement directly interconnecting the driving and driven shafts for the anism actuates the clutches, in that the said clutches, when about to be actuated, are brought into engagement gradually and automatically so as -to prevent grabbing and thereafter, when engagement of said clutch is to be released, the said release is effected substantially instantaneously and without delay. In this waythe mode in which a trained and careful automobile driver operates his clutch pedal'is automatically simulated by the mechanism here described.

As to certain features, this application is a continuation in part of my prior application Ser.

N0. 113,129 led November 28, 1936.

Referring to the annexed drawings wherein like reference characters indicate like parts:

Figure 1 is a vertical section along its central axis of one form of transmission according to this invention, certain par-ts of the shafts and the oil valve mechanism M2 and parts associated therewith being shown in elevation for convenience. The legends appearing above the said figure are for convenience only and are not intended to vary the Written description oi the mechanism which follows.

Figure 2 is a vertical section of the principal parts of, and immediately associated with, the oil valve mechanism M2 which appears in elevation at one corner of Figure 1. Y

Figure 3 is a. vertical section upon the line 3, 3 of Figure 1.

Figure 4 is a substantially vertical section of one of the plungers and its associated spring housing which is shown in elevation in Figure 1. Figure 5 is a vertical section on the line 5, 5 of Figure 1. f

Figure 6 vis a vertical section on the line 6, 6 of Figure 1.

Figure '1 is a vertical section on the line l, 'i

'ofFigure6.

Figure 8 is a. horizontal plan view, with the bearing removed, on the line 8, t of Figure l.

journaled within a step bearing in the end of a third shaft i@ journaled within a'bearing i9 secured to casing'l.

Fixed within a diametrical bore in -shaft il is a. cross pin 2li (see Figs. l, 6 and 7) having nuts 2i, 22 in screw-threaded. engagement therewith near each end thereof. Collars 23, 2li are in engagement with the cross pin 2d on each side of .the shaft Il and are suitably fastened to the cross pin 2@ to secure the same in position. At either side of the shaft il longitudinal slots 25, 2d extend from side to side of the cross pin 2li (Fig. 6).

Slidably mounted upon cross pin 2t are two Weight members 2?-, 2t which are adapted .to move upon the cross pin 22 within limits defined respectively by the collars 2li, 2d and bythe nuts 2l, 22, said motion being at right angles to the axis oi rotation of shaft ii. Weights 2l, 28 have nal slots 25, 26 of the cross pin 20 and through the rectangular slots 29a, 30a of the weight members, respectively. Rollers 3| positioned within weights 2l, 28 and partly projecting into the rectangular slots 29a, 30a provide rolling points of contact between diagonal bars 29, 30 and weights 2l, 28 respectively.

Slidably mounted upon shaft il is a collar 32 (see Fig. 1). Diagonal bars 29, 3i) are screwthreadedly engaged within openings in said co1- lar'32 in such manner that the diagonal bars are securely alxed thereto. 'Ihe arrangement of the weight members 2l, 28, the diagonal bars 29, 3i), and the collar 32 are such that as the Weights 2li, 28 move outwardly from the axis of shaft il (riding upon cross pin 20 as a guide) the angular relation between diagonal bars 29, 30 and the direction of movement of the vi sights is such as to cause diagonal bars 29, 30 to be moved to the left as seen in the several figures of the drawings and thus to move collar 32 to the left.

Looselsr mounted on driving shaft il is an actuating member 36 which, as hereinafter described, is secured against rotation with the drivingshaft ii but is free to slide in a direction parallel to the axis thereof within a predeterminedpath of movement. Two annular halfcollars 2l, 38 are secured tothe collar 32 by screws 39. Said annular half-collars have inturnecl anges 60 engaging within a circumferential slot il in the periphery of actuating member 36 near that end thereof which is adjacent to the collar 32. The arrangement is such that rotation oi' collar 32 with driving shaft Il will not be imparted to actuating member 36, but rectilinear motion of collar 22 in a direction parallel to the axis of driving shaft li will be transmitted to actuating member 3d so that the latter and collar 32 will be moved together longitudinally of shaft il.

Actuating member 36 is shaped, in its upper and lower periphery, to provide longitudinal slots l2 and d3 therein (see Figs. l and 3) for engagea vertical drilling which engages the cross pin 20; Two coil springs 33, it interconnect the weight members 2l, 28 and engage pins 35 fixed thereto. The arrangement is such that increase in lthe speed of rotation of driving shaft i l causes weights 2l', 28to move outwardly under the inuence of centrifugal force, and decrease in the speed of rotation of said shaft causes said weights to move inwardly toward the axis of shift il under the iniluence of springs 28 and 3L Preferably the strength of springs 33, 3S is such that weights 2l, 28 are retained against collars 23, 24 until the speed of rotation of driving shaft Ii exceeds that speed which is customarily known as the "idling speed of an inter-- nal combustion motor.

' Weights 2l, 28,111 addition, are pierced by rectangular slots 29a, ma (see` Fig. 7) which lie in a plane which also contains the axes of shaft Il and of the cross pin 20 and form, with the axis of shaft il, an angle of about 30, more or less. Diagonal bars 29, 30 ps through the longitudiment with the ends of the plungers dil, l. The ends of said plungers iid, i5 are secured in said slots by cross pins 26, di, said pins passing through eyes at the ends of the plungers lrl, l5 and being engaged Within pin slots d8, t@ ln the .side walls of the slots 22, 23. Longitudinal slots 22, d2 are of such length as to provide a limited path of movement, relative to actuating member 2t, for the pins t, 2l on which are engaged the eyes at the ends of plungers iid, 35, for a purpose hereinafter stated. Furthermore, slot l2 is displaced longitudinally of the actuating member t@ from slot d3 to an extent required for the purpose hereinafter described, and as shown in Figure l.

Mounted upon brackets 52, El secured upon transverse dividing wall 52 ol the casing i are pivotally mounted two bell crank levers 52, 54, the pins d5, do serving as the pivotal connections between said bell crank levers and said brackets respectively. Pins di and d8 are o'set from one another in respect to their relation to the axis of driving shaft il, in an amount equal to the degree oi' oilset of the slots d2, d2 previously mentioned. Pivotally secured at the opposite ends of bell crank levers 23, Ed, respectively, are

annular spring housings 2, 58. The pins 59, 60

- slidably positioned within the bore 6|.

lpin 63 passes through the plunger 44- at right 6I are offset from one another with respect ,to

their vertically projected position upon the axis of shaft to an amount equal to the displacement of pins 55, 56 and of slots 42, 43.

Annular spring housings 51, 58 are similar, and a description of one will suiiice for both (see Fig. 4). The annular spring housing 51 is provided with a longitudinal bore 6| and has an open and a closed end. Adjacent to the closed end .is

59. The plunger 44, previously mentioned, is

A CI'OSS angles to the axis thereof and the opposite ends of pin 63 engage respectively within longitudinal slots 64, 65 formed in the annular wall of spring housing 51. Thus the'length of slots 64, 65 de- -termines the limit of motion of plunger 44 within bore` 6|. A coiled compression on spring 66 is positioned Within bore 6l in engagement with the end of plunger 44 and tends to move the same thereby rotating bell'crank lever 53 about its fixed pivot 55 in a counter-clockwise vdirection until 'plunger 44 has reached its dead center position. Further movement of actuating member 36 to the left moves plunger 44 beyond its dead center position and under the iniluence of spring 66 the lower' end of plunger 44 moves rapidly toward the opposite end of slot 42 with a snap action, thereby'causing bell crank lever 53 to move rapidly 'in a clockwise direction and thus to return it to its initial position as it appears in Figure 1. At about the time of the occurrence of this -snap action" in the .plunger 44,

the actuating member 36 has moved-far enoughA to the left so that the head of plunger 45 makes engagement with the righthand end of slot 4&1v .and is movedlthereby to the left (as seen in Fig.

1). Continued movement of actuating member 36 to the left causes plunger 45 to move toward its dead center" position thereby rotating vbell crank lever 54 in a clockwise direction about itsv of the spring within spring housing 58 and thus to cause bell crank lever 54 to move about its pivot 56 in a counter-clockwise direction. Thus, movement of actuating member 36 from the initial position of rest shown in Figure 1 toward the left, as seen in that figure, successively moves bell crank levers 53 and 54 from their initial positions of rest, as seen in Figure 1, to a deflected position, and bell' crank lever53 is returned from its deflected position by a sudden snap action 'before bell crank lever 54 `has reached its deflected position.

A fixed side shaft 61 is mounted to extend between trans erse dividing wall 52 and transverse dividing wal 68 of the casing |6.- Shaft 61 is removably secured against rotation by means of screw 69. The end of shaft 61 which penetrates ably mounted within slot 12 a plunger 13 -(see Fig. 1) having an adjustable screw-threaded cap 14 mounted upon the end thereof and adapted to be moved Vendwise by bell crank lever 53 when the latter is deflected from its initial position of rest byk the mechanism hereinabove described. A washer 16 having a bridge 16 (see Fig. 5) across its central opening is loosely iitted upon the divided end of shaft 61 so that the bridge,V 16 thereof engages within lslot 12. Plunger 13 is adapted to engage against bridge 16 and thus to move washer 15 from its initial position to rest, as shown in Figure 1, towards the left. Within a longitudinal bore 11 in shaft 61 is positioned a coiled compression spring 18.

ber 8|. The unit comprising gear wheel 19, hub- 80 and shell clutch member 8| is free to revolve upon xed shaft 61 and also to move axially therealong. Such axial movement is produced f by reason of .theengagement of washer 15 with gear wheel 19, and the arrangementis such that movement of washer 15 to the left, as seen in Figure 1, in response to corresponding movement of the mechanism previously described, movesgear wheel 19, hub-88 and shelli clutch member 8| to the left as seen in said figure.

Revolvably mounted upon xed shaft 61 is a disk clutch member 82 formed integral with a hub 83 and -a gear wheel 84. The unit comprising disk clutch member 82, hub 83 and gear wheel i 84 is free to revolve as a unit upon xed shaft 61, but is secured against axial or longitudinal move` ment therealong. Between shell clutch member 8| and disk clutch member 82 is positioned an annular ring of suitable friction material 85 adapted to be tightly engaged between the two clutch members and to provide means of trans-v mitting power therebetween. A

A gear wheel 86 is secured upon, and for rotation with, driving shaft I I, and the teeth-thereof are at all times in engagement with the teeth of gear wheel 19. A gear wheel 81 is secured upon,

' and for rotation with, shaft I5, and the teeth of 'gear wheel 81 are at all times in engagement with the teeth of gear wheel 84.

The relation of the parts just described is such that when clutch members 8|, 82 are brought into frictional engagement with the annular ring of frictional material 85 between them, so that power is transmitted through this clutch, power will then be transmitted from driving shaft shaft to shaft i5 upon a speed reduction basis corresponding to low gear in the standard automobile. 'I'he engagement of the teeth of gear wheel 66 and gear wheel 19 is such as to permit the required small longitudinal movement of the latter incidental to actuation of the clutch without disengaging the said teeth.

A second fixed side l. shaft 68 is secured between walls 62 and 68 in a manner substantially identical with that of xed side shaft 61. Fixed shaft Il is in all respects similarly shaped, having a. divided end within wall 52, a plunger I9,

loose washer 98, spring 9| and an adjustable said spring is A adapted to engage the opposite side of bridge 15 screw-threaded cap 92 upon the plunger 89. The

'i construction and manner of operation of these parts correspond to the construction and manner of operation of the similar parts already described. Upon xed shaft 08 is mounted a unit viously described. Gear wheel |00 secured upon, g

and for rotation with, shaft Il is in toothed engagement with gear wheel 93, and gear wheel |0| secured upon, and for rotationwith, shaft I5 is in toothed engagement with gear wheel 98.

Engagement of gear wheel 93 with gear wheel |00 is such as to permit the small required longitudinal movement of gear .wheel 93 along itsshaft 88 without disengagement of the teeth of gear wheel 93 from the teeth of gear wheel |00.

The train of gears and the clutch associated with xed shaft 88 are similar in all respects to the train of gears and clutch vassociated with fixed shaft G'Lexcept for a difference in sizes of the respective gear wheels. The gear wheels associated with xed shaft 88 are so related in size as to transmit power between shaft il. and shaft i5 upon a different ratio of speed reduction from that of the gear wheels associated with fixed shaft 61. Preferably the ratio of speed reduction of gear wheels associated with fixed shaft 88 correspond to so-called intermediate gear in vthe standard automobile.

'I'hus there is provided two separate and distinct sets or trains of gear wheels in constantmesh, but whether power is transmitted through the one train or the other depends upon which of the clutches is brought into engagement.

The lefthand end of shaft l i (as seen in Fig. 1) is axially drilled for a portion of its length to provide the longitudinal bore |02. Slidably positioned within said bore is a floating shaft |03 adapted for limited movement in a path parallel to the axis of shaft- A cross pin 801% is secured within a diametrical drilling in oating shaft |03 and the ends thereof project outwardly through slots |05 in driving shaft and project beyond the periphery of shaft to an extent sufficient to enable actuating member 36, as it approaches the limit of its path of movement, as seen in Figure 1, to engage pin |04 and thus move said pin and shaft |03 to the left as seen in said figure. Slots |05 are of sumcient length to permit this movement to the required extent. Near its opposite (or left) end a second cross pin |00 is secured within a diametrieal drilling of floating shaft |03 and each of its ends projects outwardly through slots |01 in shaft The opposite ends of pin |06, each projecting outwardly beyond the wheel |08 has teeth H0 formed in one facethereof and said teeth are adapted, under certain conditions hereinafter described, to engage teeth formed in a shoulder of the gear wheel 81 xed upon shaft I5, thus forming a toothed clutch.

The arrangement of the parts just described is such that movement of floating shaft |03 to the left, as seeny in Figure 1, causes crown wheel |08 to move to the left and thus to bring teeth ||0 and into engagement, thereby transmitting power between shaft and shaft I5 on a direct basis Without speed reduction.

In order, if desired, to provide an overdrivei. e., means for causing power to be transmitted between the driving and driven shafts upon a.

speed-increase basis so that the driven shaft reare in constant-mesh with the external teeth 'of gear wheel H6. Upon shaft |5 is slidably mounted a gear wheel ||9 whose extended hub portion has formed therein a circumferential groove H20. Gear wheel ||9 and its extended hub are keyed upon shaft |5 in such manner as to be slidable therealong and to rotate therewith. Manual movement of gear wheel ||9 in one direction brings the teeth thereof into engagement with the internal teeth H8 of gear wheel H0; manual movement of gear wheel ||9 in the opposite direction brings the teeth thereof into engagement with the teeth of gear wheel |50. A manually controlled yoke or other equivalent actuating member (not shown) engaged within the circumferential slot |20 enables the same to be moved to make either of the said engagements, or to be maintained in neutral position intermediate the two positions of engagement.

'Ihe arrangement of the parts just described is such that engagement of the teeth of gear wheel H9 with the internal teeth H8 provides direct periphery of shaft |'|,are secured to a crown I the end of shaft |5 'within the step bearing and 'opposes by its compression movement of floating shaft |03 to the left, as seen in Figure 1. Crowndriving connection between shaft |55 and shaft i0 so that power may be transmitted between the two shafts without change of speed. In the intermediate position of gear wheel H0, as seen in Figure 1, shafts i5 and I0 are disconnected and the transmission as a whole is in neutral When gear wheel H9 is moved in the opposite direction so that its teeth engage the teeth of gearwheel H4, power is transmitted from shaft l5 through gear wheels ||9 and H4 to shaft H2, and thence through gear wheels ||5 and the external teeth ||1 of gear wheel ||8 to shaft I8. l The size of the several gear wheels in this trainv are so adjusted as to transmit power upon a speed-increase basis, so that shaft I8 revolves at a'higher rate of speed than shaft I5.

In order, if desired, to provide a reverse," the mechanism is as follows: Upon a revolvable side shaft |2I, suitably journaled in walls 08 and a |26 whose teeth are adapted to be engaged by the gear wheel |24 upon manual movementV of the latter from the position shown in Figure 1.

Internally toothed gear wheel' |21 having internal teeth |28 is secured upon shaft |8. The internal teeth |28 of gear wheel |21 are adapted to be engagedl by the teeth of gear wheel |23 when the latter is manually moved from the position shown.

A yoke or other suitable actuating mechanism (not shown) engaged within thegroove |25 provides the means by which shaft |,2| may be moved axially within its bearings, thereby to move gear wheels |23 and |24 tothe left as seen in Figure l.

When so actuated, and when the teeth of gear` outwardly away from the axis of shaft |I under the; influence of centrifugal force and against the springs 33, 34. In consequence of the angular relation of diagonal bars 29, 30 to the direction of movement of the said weights, collar 32 (which rotates with shaft is moved to the left as seen in Figure l. Such a motion of collar 32 is communicated to actuating member 36 (which does not rotate) by the half collars 31, 38 so that aci tuating member 36 slides to the left'to a similar extent. By reason of the engagement of the lower end of plunger 44 with the righthand end of slot 42, plunger 44 is rotated in clockwise direction thereby moving pivot 59 upwards as plunger 44 approaches a vertical or dead center position.. Such upward movement of pivot 59 rotates bell crank lever 53 in a counter-clockwise direction about its pivot 55, and by reason of the engagement of bell crank lever 53 with cap 14 of plunger 13, the said plunger is moved to the left as seen in Figure 1 and thereby the unit con.. sisting of gear wheel 19, hub 88 and clutch member 8| is moved to the left until the clutch 8|, 85, 82 is brought into engagement. y Upon such engagement being effected power is transmitted between shaft II and shaft I5 through the train of gears associated with xed shaft 61, this train having a ratio corresponding to low gear. Further movement of actuating member 36 to the left, in response to outward movement of the weights 21, 28, causes plunger-44 to pass its vvertical or dead center position and tomove rapidly in a clockwise direction with an accompanying snap action'until the end of the plunger has moved to the opposite end of slot 42. In consequence of such movement bell crank lever 53 moves rapidly in a clockwise direction under the inuence of spring 18 and power transmitting engagement ofclutch 8|, 85, 82 is released. Upon such release, the further movement of actuating member 38 to the left, as seen in Figure 1,

gagement has' been effected, power is then transmitted between shaft- I and shaft I5 through the trainof gears associated with fixed shaft 88, the ratio of the gear wheels in this train being equivaient to intermediate gear." Still further movement of actuating member- 36 to the left, as seen in Figure 1, moves plunger 45 past its vertical position, whereupon plunger 45 moves` rapidly in a counter-clockwise direction under the influence of the spring within annular spring housing 58 with a resulting snap action which quickly moves bell crank lever 54 in a counter-clockwise direction to release the power-transmitting engagement of clutch 95, 99, 96. Still further movement of actuating member 36 brings the end face thereof into engagement with pin |04 and moves p orifice |46 communicating with the pool of oil in ure 2 in which the reduced center portions thereof causes the righthand end of the lower slot 43 to engage the outer end of the lower plunger 45 and to move said plunger in a counter-clockwise di-YV rection about' .its moving pivot 68. As said plunger approaches a vertical or dead center position, bellcrank lever 54 is rotated in a clockwise direction thereby moving plunger 89 to the left and bringing into power transmitting enthe said pin to the left as seen in Figure 1. Such movement transmitted through oating shaft |83 and pin |88, brings clutch elements ||8, |I| into power-transmitting engagement so that power is then transmitted between-shaft and shaft |'5 on a direct basis, that is, without speed reduction.

The means will now be described whereby the simple response of actuating member-36 to the speed of rotation of the driving. shaft may be modified automatically or manually, or both.

Secured to opposite sides of actuating member 36 is a yoke |29 (see Figs. 1 and 3). The ends |38, |3|` of said yoke are provided with slots (shown in dotted lines in Fig. 1) engaging pins y |32, |33 secured in opposite sides of the actuating member 36. Yoke |29 is pivoted upon a xed pivot |34.. At the lower end of yoke |29 is a slot |35 for engagement with a pin |38 secured in the end of a piston rodv |31 entering an open-end cylinder |38 (see Fig. 2') and having secured thereon a piston head |39 operating within'said cylinder.

'Ihe said-cylinder is intended to be submerged in,

a pool of oil at or near the bottom of the casing I8 and the cylinder and piston function as adashpotl or auxiliary control mechanism for the actuating ablevalve members |43, |44 having-control por-` tions of reduced diameter to permit oil toI flow in a central bore |45. Central bore |45 has an the bottom of casing 8. An adjustable thumb screw |41, having a locking nut |48, isadaptedto -I be adjusted toward or from the opening |46 in order to restrict more or less, as desired, the flow are in alinement with the central bore |45, so that oil may freely flow from end to end through said bore |45. Valve member |44 is adapted for manvalve member |44 is raised from the position shown in Figure 2 and internal drilling |5| is brought into register with the-central bore |45, oil may pass freely between cylinder |38 `and the pool of oil in casing I8 through bore 45 and drill-- :ing |5| without restraint andV without passing gagement the clutch A85, 98, 98. When s uch enthrough restricted orifice |46. On the other hand, when valve member |44 is moved downwardly from the position shown in Figure 2, until the portion of restricted diameter is entirely below the central bore |45, the arrangement ofthe parts is such that ow of oil between cylinder |38 and the. pool of oil within casing is altogether prevented, and piston |39 is secured against any movement and, in consequence, through the yoke |29, actuating member 36 is secured against any movement from the position whichit then occupies.

Valve member |43 is automatically controlled according to an increase of load upon the driven shaft for a purpose hereinafter described. Said valve member |43 is adapted, Awhen moved upwardly by the mechanism hereafter described to an extent suflicient to move its center portion of reduced diameter clear of the central bore |45, to prevent further iiow of the oil between the cylinder |38 and the pool of oil within the casing I0 irrespective of the then position .of valve member |44. While valve member |43 is thus in position to close passage |45, oil is forced under pressure through oil pipe |89 (from a source hereafter described) into T-joint |4| and thence into cylinder |38. The purpose of closing valve |43 is to prevent the oil last mentioned from escaping into the oil pool in casing I0, and to cause the same to pass into cylinder |39.

The means will now be described whereby movement of piston |39 within oil cylinder |38 may be automatically modified in accordance with increase or decrease of load upon the driven shaft. This means is herein referred to as the torque reaction unit. To the rearward (left as seen in Fig. 1) end of shaft I8 is secured a collar |52 for rotation therewith. Collar |52 is provided with a recess |53 in its outer periphery for engagement with the bearing |9 secured to casing |0. Collar |52 is provided with a rearwardly projecting annular rim |54 having its end face formed in a series of angular faces |55 (see Fig. 8'). Partly within engage collar |52 and extend through said slots |51|58, |59 and |60.respectively. Coil springs |66, |61, |68, |69, arranged around each of these bolts, respectively, are seated upon spring seats |6|, and are secured in place and under substantially heavy compression by nuts |10. Torque reaction member |56 is provided with a" shoulder having an angularly formed face |1| (see Fig. 8)-

.corresponding to and matching the angularly formed end faces 55 when the parts are in their normal position.

Torque reaction member |56 has internal splines |12 (see Figs. 1 and 9) Afor the attachment "of the ultimate shaft to be driven (not shown): Torque reaction member |56 is adapted at all times'to rotate with the said shaft to be driven but is arranged to slide lengthwise thereof under certain conditions. The cooperating angularly inclined faces |55 and |1| are so arranged that normally, and under ordinary`operating conditions, the torque reaction member |56 is maintained in seated engagement with annular rim |54 of collar |52, but in the event of any sudden increase of load or of any unusual sudden strain tending to cause collar |52 and torque reaction torque reaction member |56 is moved to the left,

member |56 to rotate relative to each other in either direction, such rotation will cause one of angularly formed faces |55-and |1| -to slide upon the other resulting in movement of torque reaction member |56 away from collar |52. Such movement is opposed by the compression of springs |66, |61, |68, |69, tending to return the torque reaction member |56 to its original position. As the force producing this separation diminishes, torque reaction member |56 will be returned to its original position in seated engage.. ment with annular rim |54 by reason of the energy stored'in said springs. Thus, any undue strain or extra load upon the driven shaft will cause a rearward movement of torque reaction member |56. This rearward movement is utilized, in the present invention, Ato modify'the movement of actuating member 36 in such manner as to cause the transmission as a whole to remain in low gear longer than it otherwise would, or to cause the transmission to shift to a higher gear ratio in order that the motor may rotate at higher speed during the time it is supplying power vto overcome the load which caused such rearward movement of the torque reaction member |56.

Upon the outer periphery of torque reaction member |56 is a circular channel |13. Engaged therewith are fingers |14 of a yoke |15 pivotally mounted on a. fixed bracket |16 and integral with a downwardly extending lever arm |11. Pivotally secured to the lower end of lever arm |11 is a push rod |18 passing through an oiltight packing |19. Secured to the opposite 'end` of said push rod within an oil-tight chamber |1911. is a cable enclosed within a suitable cover |8 The opposite end of said cover 8| enters casing I8 through an oil-tight packing |82 and the opposite end of cable |80, thus introduced into the casing I0, is attached to an eye at the lower end of movable valve member |43 hereinabove described. Y

Intermediate the fulcrum and lower end of lever arm |11 is a pin |83 secured to said lever arm.

Connecting rod |84 having therein a longitudinal slot |85 of required length (for a purpose explained below) is pivotally secured to the end of inlet through which the cylinder may be initially charged with oil, and which is thereafter preferablykept closed. An oil pipe |89 interconnects cylinder |88 with T-joint 4|.

The arrangement of the lever arm |11 is such that upon movement thereof about its fulcrum in a counterclockwis'e direction, as seenin Figure 1,` cable |80 will rst be actuated to close valve member |43, and thereafter (when pin |83 has traveled the length of slot|85) piston |81 will be moved to discharge oil from cylinder |88 into the T- joint |4| and thus into cylinder |38. Such discharge of oil will either prevent piston head |39 from moving tothe right (as seen in Fig. 2) in cylinder |38, or it will move the said piston to the left in said cylinder. The arrangement and operation of lthe parts is such that if some unusual or heavy load -is imposed upon the driven shaft,

as seen in Figure 1, and in consequence through the mechanism described, oil is forced under pressure into cylinder |38. 'Ihe effect is to check or prevent movement of actuating member ll to the left or in extreme-cases to move it to the right as seen in Figure l-i. e., the force of such oil is in a direction tending to move the actuating path of movement in response to increase in the 'speed of rotation of one of said shafts.

3. The combination recited in'cl'aim 1, including means to move said l'actuatoralong its said to intermediate or from intermediate to low in order to enable the engine to produce the power required to overcome said load at higher speeds of rotation.

The restricted orifice |48, which is operative to restrict to any desired extent the freeilow of oil between cylinder 4|38 and the pool of oil in the bottom of casing I0 when valve members |43,

l are in their open positions as shown in Figure 2, enables cylinder |38 and its piston to serveas a dashpot for checking too rapid movements of actuating member 3B. When, however, the operator desires to secure actuating member 315 in any desired position in which it may then beas, for example, if it is desired tov remain in -high" or in some other gear ratio notwithstanding a contemplated increase or decrease in the motor speed which would shift to some other ratiothe operator actuates the manual controls tomove valve member i downwardly (as seen in Fig. 2). When valve member l is thus closed, no oil can pass through restricted orifice |46 and the existing .gear ratio is maintained till valve member l is opened. When, per contra. the operator desires to hasten the response of actuating member 36 to increase or decrease in themotor speedi. e., to short-circuit the restricted orifice Ill--lie actuates the manual controls to move valve member |44 upwardly, thus allowing oil to pass freely through the internal drilling IM. Thus shifts of gear ratio may be brought about more quickly.

It will be understood that the form of device used herein for specific illustration of the invention does vnot exhaust the possibilities ofv variation therein and that all such equivalent structures as are defined in the annexed claims are, and are intended to be, included within the scope of this invention regardless of diil'erences in shape, form or instrumentalities.

I claim:

1. In a device for transmitting power, in combination, driving and driven shafts, a clutch,a spring opposing actuation of said clutch, speed reduction apparatus interposable between said shafts upon actuation of said clutch, a lever adapted' upon rotation about its fulcrum to actuate said clutch and'to compress said spring, a compression memberv pivotally secured to said lever at a point removed from the fulcrum thereof; and an actuator engaging the free end of said member and movable in` a rectilinear path adapted on preliminary traverse in either direction to rotate said lever through said compression member in a direction tending progressively to actuate said clutch and to compress said spring and, on further traverse in the same direction, to release said lever substantially inpath of movement in response to increase in the speed of rotation of the driving shaft.

4. The combination recited in claim 1, including means to move said actuator along its said path of movement in response to increase in the speed of rotation of the driving shaft, and means responsive'to increase of load upon the driven shaft tending to oppose movement of said actuator in said direction when the load upon the driven shaft has increased above a predetermined amount.

5. 'I'he combination recited, in claim 1, includ-V ing means to move said actuator along its said pathof movement in response to increase in the speed of rotation of the driving shaft, and manually operated means selectively operable at will to check the said movement of said actuator.

6. The combination recited in claim 1, linclud` ing meansl to move said actuator along its said path of movement -in response to increase in the speed of rotation ofthe driving shaft, and means v including a iuid dashpot and a restricted orifice to check rapid movement in either direction of said actuator.

7. The combination recited in claim l, includ-l ing means to move said actuator along its said path oi movement in response to increase in the speed of rotation of the driving shaft, and means including a uid-iilled cylinder and a piston movable therein for moving said actuator in the opposite direction when the load upon the driven shaft has increased above a predetermined amount.

. 8. In a transmission between an engine and a shaft to be driven thereby, the combination of a first clutch adapted, upon actuation, to interconnect the engine and driven shaft through speed reduction grs, a compression member for the actuation of such clutch, a movable actuator, one end of said compression member being pivotally mounted upon a lever at a point removed from the fulcrum thereof, the other end of said compression Kmember being secured to said actuator for sliding movement within a limited path along the same, a second clutch adapted, upon actuation, to interconnect the engine and driven shaft in direct power-transmitting engagement. and means engageable by the actuator for actuation of said second clutch, the said mecha` and still further movement thereof approaching its extreme position brings said actuator into engagement with the means for actuatinglsaid second clutch.

9. 'Ihe combination recited in4 claim 8, including! resilient means to disengage said second clutch upon 4return movement of the actuator from its extreme position.

10. The combination recited in claim 8, including centrifugal means responsive to increase in speed of rotation of the engine interconnected with said actuator and adapted, upon increase of such speed, to move said actuator from vits lnitial position towards its extreme position.

' 11. The combination recited in claim 8, including means' responsive -to increase of load `upon the driven shaft tending to cause movement oi' said actuator from its extreme position towards its initial position when the load upon the driven shaft has increased above a predetermined amount.

12. VIn speed change apparatus including a l clutch and a constant mesh train of gears interposed between a` driving shaft and a driven shaft by the engagement of said clutch, in combination, a compression member for the actuation of a said clutch and a movable actuator for said compression member, one end of said com-- pression member being pivotally mounted upon a lever at av point removed from the fulcrum.`

thereof, the other end of said compression member being secured within a slot in said actuator and slidabie therein between the ends of said slot, the said mechanism being so arranged and Yadapted as to progressively actuate a clutch upon preliminary movement of said actuator in` either direction and to release said clutch substantially instantaneously upon further movement of said actuator in the same direction.

13. In speed change apparatus including a clutch adapted to be interposed between an engine and a shaft to be driven thereby, in combination, a compression member for the actuation of said clutch and a movable actuator for said compression member, one end 'of said compression member being pivotally mounted upon a lever at adapted to move the same in a direction to actuate said compression member as the speed of rotation of said engine increases above a predetermined speed.

14. In speed change apparatus including a clutch adapted to be interposed between an engine and a. shaft to be driven thereby, in combination, a compression member for the actuation of said clutch and a movable actuator for said. compression member, one end of said compression member being pivotally mounted upon a lever at a point removed from the fulcrum thereof, the other end of said compression member being secured within a slot in said actuator and slidable therein between the ends of said slot, the said mechanism being so arrangedand adapted as to' progressively actuate a clutch upon preliminary movement-of said actuator in either direction and to release said clutch substantially instantaneously upon further movement of said actuator in the same direction, centrifugal means responsive to increase in speed of rotation of the engine interconnected with said actuator and adapted to move the same in a direction to actuate said compression member as the speed of rotation of said engine increases above a predetermined speed, and means responsive to increase of load upon the driven shaft tending to oppose said movement of said actuator when the load upon thedriven shaft has increased above a predetermined amount.

15. In a device for transmitting power between driving and driven shafts, the combination of a clutch, speed reduction apparatus interposable clutch, a spring opposing engagement of said clutch, a pivoted member fulcrumed on a fixed pivot and adapted upon rotation on its pivot to cause said clutch to engage and to compress said spring, and means responsive to increase in the vspeed of rotation of one-of said shafts adapted to rotate said member on its pivot in a direction tending to cause said clutch progressively and gradually to engage and, when the speed of rotation of said shaft increases above a predetermined speed, to release said member for rotation under the influence of said spring in a direction e tending to permit said clutch to disengage substantially instantaneously.

16. In speed change apparatus containing a clutch, in combination, a pivoted member adapted when rotated upon its pivot to actuate said clutch,

va spring opposing such actuation, an actuator 4to release said clutch substantially instantaneous- 17. In a device for'transmitting power between a driving and a driven shaft, the combinationof. a clutch, speed reduction apparatus interposable between said shafts upon engagement of said clutch, a push rod movable in one direction to cause said clutch to engage and in the other direction to permit said clutch to disengage. a spring opposing movement of said rod in said first-mentioned direction, a pivoted member fulcrumed upon'a fixed pivot and having a portion thereof adapted to engage with said push rod and to move the same in a direction to cause said clutch to engage, means responsive to increase in the speed of rotation of one of said shalfts adapted to rotate said member upon its pivot in a direction tending to bring said member into engagement with said push rod and to move said rod gradually in a direction to cause said clutch to engage progressively and, when the speed of rotation of said shaft increases above a predetermined speed, to release said member and to permit the same to rotate upon its pivot under the :aid shafts upon engagement of said influence of said spring in a direction permitting said clutch to 'disengage substantially instantaneously.

18. In a device for transmitting power between a driving and a driven shaft, the combination of a clutch, speed reduction apparatus interposable between said shafts upon engagement of said clutch, a push rod movable in one direction to cause said clutch to engage and in the other direction to permit said clutch to disengage, a spring opposing movement of said rod in said first-mentioned direction, a pivoted member fulcrumed upon a fixed pivot and having a portion thereof. adapted to engage withv said push rod and to move the same in a direction to cause said clutch to engage, a compression member pivotally secured' to said pivoted member, and an actuator movable in a predetetrmined path in response to increase in the speed'fof rotation of one of said shaftsY adapted on preliminary movement to engage with said compression member and thereinr to rotate said pivoted member gradually upon its pivot. and to actuatev said clutch progressively and,

on 'further movement 'in the same direction, to release' said pivoted member-and' to permit the same to rotate on its pivot under the influence oi bination, a clutch, a spring arranged'to oppose engagement oi' said clutch, a thrust member for forcing said clutch into engagement, an actuator arranged for motion in a predetermined path,

means responsive to increased speed o f the driving shaft,k tending to cause movement of the actuator in one direction along said path. means responsive to increase of load upon the driven shafttending to cause movement of. the actuator in the reverse direction along said path, and a linkage between said actuator and said thrust 'member vso arranged that progressive movement of the actuator in either direction along its path I will nrst cause progressive engagement of the clutch in opposition to the said spring until at a' predetermined position of the actuator the clutch is fully engaged, and further movement of the actuator in the same direction beyond said position will substantially ,instantaneously release gressive movement of the actuator in either dil 25Qengaging said clutch and will thereafter cause progressive engagement of another4 of saidV said spring whereby said clutch will be disengaged. l

20. In speed change mechanism including a plurality of sets of constantly meshed gears interposed between a driving shaft and a shaft driven thereby, in combination, a plurality of clutches, each adapted on engagement to cause transmission of .power through one of said sets of gears, a spring associated with each of said clutches to oppose engagement of said clutch, thrust members for selectively forcing said Vclutches into engagement, an actuator arranged for motion in a predetermined path, means re.- sponsive to changes in speed of the driving shaft tending to cause movement of the actuator along said path, and linkages between said actuator and said thrust members so arranged that prorection along its path will nrst cause progressive engagement of one of said clutches in opposition to its spring until at a predetermined position of the actuator said clutch is fully engaged and further movement oi the actuator in the same direction beyondsaid position will vsubstantially instantaneously release said spring thereby disclutches. I 

